Cycle-frame.



No. 673,66L.

W. W. REID.

CYCLE FRAME.

(Application filed Dec. 4, 1899.)

Patented May 7, I90l.

' 3 Sheets-Shoot I.

(No Modal.)

Is mans ca, PNOTQLITHO. w nsnmawu n c No. 673,661. Patented May 7, 190i.

' W. W. REID.

CYCLE FRAME.

(Application filed Dec. 4, 1899.)

(No Model.)

3 Sheets-Sheet 2.

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CYCLE FRAM E.

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(No Model.)

UNITED STATES PATENT OFFICE.

WILLIAM WALKER REID, OF EDINBURGH, SCOTLAND.

CYCLE-FRAME.

SPECIFICATION forming part of Letters Patent No. 673,661,, dated May '7, 1901.

Application filed December 4, 1899. Serial No. 739.126. No model.)

To all whom it may concern:

Be it known thatI,WILLIAM WALKER REID, civil engineer, a subject of the Queen of the United Kingdom of Great Britain and heland, residing at 20 George street, Edinburgh, in the county of Mid-Lothian, Scotland, have invented new and useful Improvements in Cycle-Frames,of which the following is a specification.

'This invention relates toimprovements in the construction of cycle-frames; and it consists in the employment of two rigid frames, one for the wheels and the other for the saddle-post, cranks, and steering-handle,- the two frames being retained in their proper relative positions one with the other by a suitable elastic medium.

The accompanying drawings, in which Figure 1 is an elevation of acomplete cycle-frame, illustrate the method of carrying out my invention. Figs. 2 and 3 are enlarged views of the front and back portions, respectively, of the frame shown in Fig. 1. Fig. 4 is a section on the line MN 0 P, Fig. 2, of the guiding-link and bearing hereinafter described.

As shown in the said drawings, I'employ a frame A, similar in shape to the usual diamond frame, but having duplicate tubes, so that a triangular frame B can be arranged between them. One tube of each of the pairs of tubes of the frame A only is shown in the drawings, the second being in line with and immediately behind those shown. The tube 1) of the triangularframe B, which carries the saddle-post, cranks, and steering-handle, is elastically attached to the tubes at of the frame A by a link 0, the forked end 0 of which is keyed to a spindle working in a ball or other bearing of usual form carried by the lug D upon the tube b. The other forked end 0 of the link 0 is similarly. keyed to a spindle E, working in a ball-bearing carried by a second link F, which is attached to the barrel f of a ball or other bearing of usual form depending from the tubes a. The ball-bearing effe'cting the connection between the fork c and the link F is preferably constructed in such a manner that the inner ball-races upon the spindle or axle E are formed as parts of a complete sphere, as shown, While the outer ballraces in the bearing are of any suitable form and adjusted in any usual way, this form of bearing allowing the axle a certain amount of play or automatic adjustment as to its alinement relatively to the barrel of the bearing and avoiding the possibility of looking, which might occur if the bearings were of the usual type, or in lieu of forming the inner ball-races as parts of a complete sphere the outer ball-races may be so formed, in which case the inner ball-races may be of any usual shape or form.

Fig. 4: shows the links 0 and F and their method of attachment to each other and to the tubes of the two frames, the said view being taken on the line M N O P, Fig. 2, when the parts of the latter are in a straight line.

The tube b of the frame B is similarly attached to the diagonal tubes 0, of the frame A, and in order that the two frames may yield relatively to one another when the rider mounts and is riding and return to their normal position when his weight is removed a spring G is attached to each of the links 0 and also to the tubesb b, as shown. Springsg may also be em ployed for controlli ng the horizontal vibrations. The lower ends of the tubes a, b are also connected together by a forked link H, working in ball or other bearings. With this arrangement the steering-head is made flexible by connecting the portions of the steering-rodwhich pass .through the parts J J of the frames B andA, constituting the same, together by two forked links K, hinged to each other at is, the ends it of which links are pivotally secured to pieces It, also pivotally secured by studs 10 or otherwise to the snugs k of the rod, thus forming two universal joints, which allow the steering-rod to adjust itself and maintain its efficiency during any movement of the parts constituting the steering-head.

The arrangement of the joints by which the two frames are connected to each other is such that the various movements neutralize each other at the bearing of the cranks, so that derangement of the driving-gear is avoided, while the vibration of saddle-post, steeringhandle, and cranks is reduced.

The foregoing illustrates the method of carrying out my invention with regard to gentlemens cycles; but the frames of ladies cycles or tandems may be similarly constructed, except that the frames, in place of being of the shape described, may conform to the con tour of the frames at present in use for ladies machines and tandems.

I claim- 1. The combination of the angular frame A consisting of tubes rigidly braced and connected at their front and rear ends, carrying at back suitable bearings for the rear-Wheel and at front a bearing for the front-wheel fork; and the independent rigid triangular frame B carrying the saddle-post, steeringbar and pedal-cran ks; links 0, C, H, connecting the rigid frame B with the rigid frame A, while permitting relative vertical movement between them; springs G, G, g, sustaining the frame B elastically with reference to the frame A; and flexible link K connecting the steering-post with the front-wheel fork,

while permitting relative vertical movement, substantially as described. Y

2. The combination of the rigid frame A carrying bearings for the rear-wheel and a bearing for the front-Wheel fork, the rigid frame B carrying the saddle-post, steering 

